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EP0850170B1 - Train d'atterrissage/patin de queue a absorption d'energie comportant un systeme pour indiquer la grandeur des forces de choc - Google Patents

Train d'atterrissage/patin de queue a absorption d'energie comportant un systeme pour indiquer la grandeur des forces de choc Download PDF

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Publication number
EP0850170B1
EP0850170B1 EP95944779A EP95944779A EP0850170B1 EP 0850170 B1 EP0850170 B1 EP 0850170B1 EP 95944779 A EP95944779 A EP 95944779A EP 95944779 A EP95944779 A EP 95944779A EP 0850170 B1 EP0850170 B1 EP 0850170B1
Authority
EP
European Patent Office
Prior art keywords
energy absorbing
housing member
impact loads
disposed
landing gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95944779A
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German (de)
English (en)
Other versions
EP0850170A1 (fr
Inventor
David F. Sandy
Kenneth M. Furnes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sikorsky Aircraft Corp
Original Assignee
Sikorsky Aircraft Corp
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Filing date
Publication date
Application filed by Sikorsky Aircraft Corp filed Critical Sikorsky Aircraft Corp
Publication of EP0850170A1 publication Critical patent/EP0850170A1/fr
Application granted granted Critical
Publication of EP0850170B1 publication Critical patent/EP0850170B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
    • F16F7/121—Vibration-dampers; Shock-absorbers using plastic deformation of members the members having a cellular, e.g. honeycomb, structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/52—Skis or runners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/58—Arrangements or adaptations of shock-absorbers or springs
    • B64C25/62—Spring shock-absorbers; Springs
    • B64C25/64—Spring shock-absorbers; Springs using rubber or like elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/001—Devices not provided for in the groups B64C25/02 - B64C25/68
    • B64C2025/005—Tail skids for fuselage tail strike protection on tricycle landing gear aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D2045/008—Devices for detecting or indicating hard landing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2236/00—Mode of stressing of basic spring or damper elements or devices incorporating such elements
    • F16F2236/06—Tension
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload
    • F16H2035/103—Arrangements or devices for absorbing overload or preventing damage by overload with drive interruption by structural failure of overload preventing means, e.g. using shear pins

Definitions

  • This invention relates to landing gear/tail skids, and, more particularly, to a landing gear/tail skid for protecting the tail section of an aircraft, and, more particularly, to a landing gear/tail skid which provides a visual indication of the magnitude of impact loads applied thereto, and, consequently, to the adjoining aircraft tail section.
  • Landing gear are well known in the art for abating structural damage to the adjoining aircraft structure, i.e., fuselage structure.
  • Common varieties of landing gear include energy absorbing and skid landing gear types wherein energy absorbing landing gears dissipate a large portion of the aircraft's inertial energy upon ground contact and wherein skid landing gears transfer load directly into the structural members of the fuselage, i.e., bulkheads, longerons and stringers, such that energy is dissipated via elastic deformation of the skid landing gear and the adjoining fuselage structure.
  • Energy absorbing landing gear typically comprise a complex assemblage of moving parts including a telescoping damping strut (commonly referred to as an oleo strut), which dissipates energy by shuttling fluid through a damping orifice as the landing gear is exercised, i.e., upon ground contact.
  • Skid landing gear typically include a simple framework of tubular members or rails, which are hard mounted to the fuselage structure and which serve as a simple contact surface for arresting the motion of and supporting the aircraft upon landing.
  • Tail skids which are mounted to the undercarriage of the aircraft's tail section to protect the same in the event of incidental contact.
  • Tail skids typically comprise a simple beam member which is cantilever mounted to the tail section and which functions as a conventional bumper assembly.
  • landing gear and/or tail skids include the tail pylon of rotorcraft, which may require support and/or protection due to the attendant weight of the overhead tail rotor/gearbox assembly and the inherent vulnerability of the tail pylon to ground strikes. With regard to the latter, the landing gear/tail skid protects the tail pylon upon landing, and, more importantly, during flared, i.e., nose-up, landing approaches wherein the tail pylon is proximal to the landing surface.
  • the size, and consequently, the weight of the tail pylon and/or associated landing gear may vary significantly.
  • military rotorcraft may require structural augmentation of the tail pylon, and/or the use of a high durability landing gear to withstand landing maneuvers on rough, unprepared terrain, or survive in a more aggressive operating environment, e.g., battlefield maneuvers.
  • energy absorbing landing gear are employed in such applications to mitigate the potential damaging effects of the anticipated high impact loads. Such energy absorbing landing gear provide a full range of protection and are designed for repetitive use.
  • Skid landing gear/tail skids may be utilized for such applications, insofar as the fuselage structure itself may be suitably designed to withstand such impact loads.
  • skid landing gear/tail skids provide a marginal level of protection insofar as the need, i.e., mission, does not require the level of protection afforded by energy absorbing landing gear.
  • a landing gear/tail skid having at least two pivot axes which are subject to relative motion in response to impact loads acting on the landing gear/tail skid and a cartridge assembly mounting between and in combination with the pivot axes.
  • the cartridge assembly comprises a housing member having an internal chamber and an end portion disposed in combination with one of the pivot axes, and, a telescoping piston assembly mounted within the internal chamber of the housing member and having an end portion disposed in combination with the other of the pivot axes.
  • the housing member and telescoping piston assembly in combination, define opposed bearing surfaces which are coupled to and act on an energy absorbing means which is disposed within the internal chamber intermediate the opposed bearing surfaces.
  • the energy absorbing means is operative, in response to impact loads coupled thereto by the opposed bearing surfaces, to react impact loads below a threshold value without change to a critical dimension defined by the energy absorbing means.
  • the energy absorbing means is further operative, in response to impact loads coupled thereto by the opposed bearing surfaces, to absorb and dissipate the energy of impact loads at least equal to the threshold value by changes in the critical dimension.
  • An indication means is also provided for visually indicating changes in the critical dimension of the energy absorbing means. The changes in the critical dimension are indicative of the magnitude of the impact loads acting thereon, and, consequently, on the tail section of the aircraft.
  • Fig. 1 shows a rotorcraft tail pylon 8 having a tail skid 10 according to the present invention mounting to the undercarriage thereof.
  • the tail skid 10 is operative to protect and limit the impact loads imposed on the tail pylon 8 during landing and, more particularly, during flared, i.e., nose-up, landing approaches wherein the tail pylon 8 is proximal to a landing surface 12.
  • the tail skid 10 is operative to provide a visual indication of the magnitude of impact loads acting thereon, and, consequently, to the adjoining tail pylon 8.
  • the tail skid 10 includes a mounting fixture 16 for securing the same to the undercarriage of the tail pylon 8, a contact arm 18, and a cartridge assembly 20.
  • the contact arm 18 is disposed in pivotable combination with the mounting fixture 16 about a fulcrum axis 19 so as to permit rotational displacement in a response to impact loads acting on the landing gear/tail skid 10.
  • the cartridge assembly 20 is disposed between and in pivotable combination with the mounting fixture 16 and the contact arm 18 about pivot axes 22 and 24, respectively, which are subject to relative motion by rotation of the contact arm 18.
  • the cartridge assembly 20 is non-extensible when impact loads are below a threshold value, and is extensible when impact loads are at least equal to the threshold value.
  • the cartridge assembly 20 includes a housing member 30 and a telescoping piston assembly 40 having end portions 30e and 40e, respectively, which are suitably configured for pivotally mounting to the contact arm 18 and the mounting fixture 16.
  • the housing member 30 is comprised of a cylindrically-shaped casing 34 and an end plate 36 which in combination define an internal chamber 38.
  • the telescoping piston assembly 40 mounts within the internal chamber 38 and reciprocates therein in response to the relative motion of the pivot axes 22, 24.
  • the piston assembly 40 comprises a through shaft 42 which is disposed in combination with a centering member 44, an activating sleeve 46 and a coil spring 48.
  • the cartridge assembly 20 further includes an energy absorbing means 50 and an indication means 60 which are disposed within the internal chamber 38 intermediate opposed bearing surfaces 36s and 46s defined by the housing end plate 36 and the activating sleeve 46 of the piston assembly 40, respectively.
  • the energy absorbing means 50 is preferably comprised of a material which is capable of reacting impact loads acting on the contact arm 18 which are below a threshold value and which absorbs and dissipates energy associated with impact loads equal to the threshold value.
  • a more conventional term used in the art to describe such transition point is the crush strength of the material wherein applied loads which are equal to the crush strength results in plastic deformation of, and consequently, energy absorption within the material.
  • the energy absorbing means 50 is a honeycomb core material having a crush strength of about 4400 lbs/in 2 (30.3 ⁇ 10 6 N/m 2 ). Such honeycomb core materials may be purchased from Hexcell Corporation located in Dublin, CA.
  • the indication means 60 includes an elongate stem 62 and an integrally formed flange 64 wherein a central bore 66 is formed therethrough.
  • the stem 62 is slidably inserted through aligned apertures 52 and 70 formed in the energy absorbing means 50 and the housing end plate 36, respectively, such that the flange 64 is disposed in abutting combination with the energy absorbing means 50.
  • the elongate stem 62 is of sufficient length such that an end portion 62e thereof is substantially planar with a reference surface 36rs of the housing end plate 36.
  • the shaft 42 of the piston assembly 40 is disposed through the central bore 66 of the indication means 60 and is mechanically coupled to the centering member 44 by conventional means e.g., a threaded nut 49.
  • the centering member 44 includes a peripheral surface 44p which is disposed in slidable combination with an internal pilot surface 30p of the housing member 30.
  • the activating sleeve 46 is disposed over and co-axially aligned with the shaft 42 and interposed between the centering member 44 and the flange 64 of the indication means 60. Accordingly, the various components, i.e., the centering member 44, the activating sleeve 46, the indication means 60 and the energy absorbing means 50 are disposed about the piston assembly shaft 42 in abutting combination.
  • the tail skid 10 is shown in normal and energy absorbing modes of operation.
  • the normal and energy absorbing operating modes are defined in terms of impact loads I L applied to the contact arm 18 which are below, or at least equal to a threshold value.
  • the structural capacity of the tail pylon 8 determines the magnitude of the threshold value which may be further defined as the limit load above which structural damage to the tail pylon 8 may occur. The import and significance of the threshold value will become apparent in view of the following discussion.
  • the impact loads I L are below the threshold value and the tail skid 10 functions as a conventional bumper assembly for protecting the undercarriage of the tail pylon 8.
  • the impact loads I L acting on the contact arm 18 are coupled to the energy absorbing means 50 through the opposed bearing surfaces 36s, 46s (see Fig. 3a).
  • the impact loads I L imposed on the cartridge assembly 20 via the contact arm 18 are less than the crush strength of the energy absorbing means 50; hence, the energy absorbing means 50 reacts the impact loads I L without change to its critical dimension Lc, i.e., length.
  • the cartridge assembly 20 functions as a rigid link and prevents rotational displacement of the contact arm 18 about its fulcrum axis 19.
  • the position of the indication means 60 relative to the housing member 30 remains unchanged.
  • the impact loads I L are transferred to the tail pylon 8 and reacted by the internal support structures thereof, e.g., stringers, longerons, bulkheads, etc.
  • the impact loads I L are at least equal to the threshold value.
  • the tail skid 10 absorbs and dissipates all or a portion of the impact loads I L thereby abating or mitigating structural damage to the tail pylon 8.
  • the impact loads I L acting on the contact arm 18 effect plastic deformation of the energy absorbing means 50, i.e., change the critical dimension L c thereof, thereby effecting extension of the cartridge assembly 20 and rotation of the contact arm 18 about its fulcrum axis 19.
  • the energy absorbing means 50 absorbs and dissipates the energy of the impact loads I L provided, however, that the maximum deformable length thereof has not been exceeded.
  • the energy absorbing means 50 deforms in a uniform manner to maintain the impact load I L at a constant level, i.e., at the threshold value, thereby maximally protecting the tail pylon 8.
  • the indication means 60 which is disposed in combination with the energy absorbing means 50, will be displaced by an amount ⁇ LC equal to change in critical dimension Lc, or plastic deformation of the energy absorbing means 50. Accordingly, the elongate stem 62 will protrude beyond the reference surface 36rs to provide a visual indication that the magnitude of the impact loads I L has reached the threshold value.
  • an indicium 80 is placed on the elongate stem 62 (see Fig. 3b) to provide a further indication that the energy absorbing means 50 has been fully deformed.
  • the indication means 60 provides a visual cue to aircraft maintenance personnel that the cartridge assembly 20 has been exercised, and that damaging loads may have been applied to the tail pylon 8 and/or the tail skid 10. If the elongate stem 62 is extended to a position wherein the indicium 80 is not yet visible, i.e., beyond the reference surface 36rs, the operator may conclude that the tail pylon has not been subject to damaging loads. That is, the magnitude of the impact loads I L have reached, but not exceeded, the threshold value, hence the load levels transmitted to the tail pylon 8 are non-damaging. In this circumstance, the operator will replace the energy absorbing means 50 to ready the cartridge assembly 20 for subsequent use.
  • the coil spring 48 maintains a steady force on the flange 64 of the indication means 60 to ensure that elongate stem 62 remains in its extended position after impact. That is, the spring 48 prevents the indication means 60 from backing-out or becoming dislodged from its position relative to the energy absorbing means 50, and consequently, to the housing end plate 36.
  • the threshold value is about 4,000 lbs (17793 N)
  • the crush strength of the energy absorbing means 50 is about 4400 lbs/in 2 (30.3 ⁇ 10 6 N/m 2 ).
  • mission specifications e.g., survivable sink rate
  • the requisite crush strength of the energy absorbing means 50 is a function of the specific geometry of the tail skid 10 which will vary, for example, based upon the length of the contact arm 18, the distance between the fulcrum and mounting axes 19, 24 thereof, and the size of the housing member .
  • prior art landing gear assemblies provide a full or marginal level of protection depending upon the mission requirement.
  • Energy absorbing landing gear which provide a full level of protection, are typically designed for military rotorcraft wherein a relatively high level of impact loading is expected, albeit, infrequently.
  • the tail pylon is reinforced to withstand the anticipated higher loads. Skid landing gear/tail skids, which provide a marginal level of protection, may be utilized in civil rotorcraft wherein ground contact is not anticipated, yet a marginal degree of protection is, nonetheless, desired.
  • the tail pylon of the civil variant may be substantially lighter than that of the military version, but will not have the requisite strength to perform military missions.
  • the tail skid 10 of the present invention provides an intermediate level of protection which permits the use of a tail pylon 8 which is comparable in strength and weight to that of a civil rotorcraft, but which has utility in military variants thereof.
  • the tail skid 10 provides dual modes of operation which are functionally equivalent an energy absorbing landing gear and a tail skid.
  • the tail skid 10 includes an indication means 60 to inform the operator/maintenance personnel that inspection and repair may be required.
  • the energy absorbing means 50 provides additional damage tolerance, i.e., beyond that of a conventional tail skid, while the indication means 60 provides additional information with respect to the applied impact loads I L . The proper use of such information assures that the rotorcraft is operated safety within its structural limits.
  • the present invention has been described in terms of a tail skid 10, however, it will be apparent that the teachings thereof are equally applicable to a landing gear wherein support of the tail pylon 8 is additionally desired.
  • the contact arm 18 When used as a landing gear, the contact arm 18 may be elongated, and/or other components suitably sized, to accommodate the increased ground clearance typically required for such applications.
  • the pivot axes 22, 24 of the tail skid 10 move spatially apart, thereby requiring extension of the cartridge assembly 20.
  • the teachings of the present invention are equally applicable to in-line or other landing gear configurations wherein the axes or pivot axes move spatially together.
  • the cartridge assembly would be collapsible and the piston assembly would force the elongate stem through a second aperture of the housing member which is disposed in opposed relation to a first aperture which accepts the piston assembly shaft.
  • the energy absorbing means 50 is preferably a crushable honeycomb core material, other materials and/or energy absorbing apparatus may be substituted therefor.
  • crushable metal foams or frangible tubing such as available from Alcan International LTD., located in Ontario, Canada may be employed for absorbing and dissipating the energy associated with impact loads.
  • the indication means 60 has been described in terms of an elongate stem 62 and integral flange 64, it will be appreciated that other embodiments are contemplated.
  • the indication means 60 may comprise a transparent window formed in combination with the housing member wherein the deformation of the energy absorbing means may be observed.
  • the elongate stem 62 need not be disposed in coaxial relation to the piston assembly shaft, but may be disposed through a secondary aperture formed in the housing member and/or the energy absorbing means.
  • the indicium 80 on the elongate stem 62 provides a visual indication through a digital-type response , i.e., yes or no regarding the exceedance of the threshold impact load, however, an indication of an analog nature may be provided.
  • the energy absorbing material may vary in density, i.e., crush strength, along its length to react increasingly larger impact loads as the contact arm 18 rotates about its fulcrum axis 19.
  • indicia on the elongate stem 62 may be used to indicate increasing load levels, to provide a rough-order-of-magnitude of the applied impact load.
  • piston assembly 40 of the present invention includes a centering member 44 to pilot the shaft 42 within the housing member 30 and an activating sleeve 46 to bear against the indication means 60
  • an integral structure may perform both functions.
  • an open-ended cylindrical cup 90 as seen in Fig. 5 may be employed wherein the peripheral surfaces 92 of the cup guide the shaft within the housing member and wherein the end portion defines a bearing surface 94 for engaging the flange of the indication means.
  • the coil spring 48 is disposed internally of the cup 92 to prevent the indication means from being dislodged after the energy absorbing means has been deformed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vibration Dampers (AREA)

Claims (11)

  1. Train d'atterrissage / patin de queue (10) comprenant au moins deux axes de pivot (22, 24) soumis à un mouvement relatif en réponse à des charges d'impact agissant sur le train d'atterrissage / patin de queue (10), et comprenant :
       un ensemble de cartouche (20) comprenant :
    un élément de boítier (30) ayant une chambre interne (38) et une partie d'extrémité (30e) disposée en combinaison avec un des axes de pivot (22, ou 24);
    un ensemble de piston télescopique (40) monté à l'intérieur de ladite chambre interne (38) dudit élément de boítier (30) et ayant une partie d'extrémité (40e) disposée en combinaison avec l'autre des axes de pivot (22, ou 24);
    lesdits élément de boítier (30) et ensemble de piston télescopique (40), définissant en association des surfaces d'appui opposées (36s, 46s);
       le train d'atterrissage / patin de queue (10) étant caractérisé par :
    un moyen d'absorption d'énergie (50) ayant une dimension critique (Lc) et disposé à l'intérieur de la chambre interne (38) dans une position intermédiaire entre les surfaces d'appui opposées (36s, 46s);
    ledit moyen d'absorption d'énergie (50), servant, en réponse à des charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s), à réagir aux charges d'impact en dessous d'une valeur de seuil sans changement dans ladite dimension critique (Lc);
    ledit moyen d'absorption d'énergie (50) servant de plus, en réponse aux charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s), à absorber et à dissiper l'énergie des charges d'impact au moins égales à ladite valeur de seuil par des changements dans ladite dimension critique (Lc); et
    un moyen d'indication (60) pour indiquer visuellement des changements dans ladite dimension critique (Lc) dudit moyen d'absorption d'énergie (50);
    lesdits changements dans ladite dimension critique (Lc) étant indicatifs de l'importance des charges d'impact imposées au train d'atterrissage / patin de queue (10).
  2. Train d'atterrissage / patin de queue (10) selon la revendication 1 dans lequel l'élément de boítier (30) comprend une surface de référence (36rs), et dans lequel l'élément de boítier (30) et ledit moyen d'absorption d'énergie (50) comprennent des ouvertures alignées (52, 70), et dans lequel ledit moyen d'indication (60) comprend une tige allongée (62) et une collerette venue de matière (64), ladite tige allongée (62) étant disposée à travers lesdites ouvertures alignées (52, 70) et ladite collerette (64) étant disposée en combinaison avec ledit moyen d'absorption d'énergie (50), ladite tige allongée (62) dépassant au delà de ladite surface de référence (36rs) de l'élément de boítier (30) en réponse audit changement de la dimension critique (Lc) dudit moyen d'absorption d'énergie (50).
  3. Train d'atterrissage / patin de queue (10) selon la revendication 2 dans lequel lesdits changements dans ladite dimension critique (Lc) dudit moyen d'absorption d'énergie (50) définissent une déformation maximum, et dans lequel un signe (80) sur ladite tige allongée (62) est indicatif de ladite déformation maximum pour fournir une indication que ladite valeur de seuil a été dépassée lorsque ledit signe (80) est visible.
  4. Train d'atterrissage / patin de queue (10) selon la revendication 2 dans lequel ledit moyen d'indication (60) comprend un alésage central (66) formé à travers ladite tige allongée (62) et ladite collerette venue de matière (4), dans lequel l'élément de boítier (30) comprend une surface de guidage interne (30p), et dans lequel l'ensemble de piston télescopique (40) comprend :
    un arbre (42) s'étendant à travers ledit alésage central (66);
    un élément de centrage (44) couple mécaniquement audit arbre (42) et possédant une surface périphérique (44p) disposée en combinaison glissante avec ladite surface de guidage interne (30p) de l'élément de boítier (30);
    une douille de déclenchement (46) disposée sur ledit et coaxialement alignée par rapport audit arbre (42), et en outre interposée entre ledit élément de centrage (44) et ledit moyen d'indication (60), ladite douille de déclenchement (46) définissant de plus la surface d'appui opposée (46s) de l'ensemble de piston (40).
  5. Train d'atterrissage / patin de queue (10) selon la revendication 4 comprenant un ressort hélicoïdal (48) interposé entre et s'appuyant contre ledit élément de centrage (44) et ladite collerette (64) pour maintenir la position dudit moyen d'indication (60) par rapport à ladite surface de référence (36rs) dudit élément de boítier (30).
  6. Train d'atterrissage / patin de queue (10) pour protéger et limiter les charges d'impact agissant sur la section de queue d'un avion, comprenant :
    une fixation de montage (16) pour fixer le train d'atterrissage / patin de queue (10) à la section de queue de l'avion;
    un bras de contact (18) disposé en combinaison pivotante avec la fixation de montage (16) autour d'un axe de pivotement (19), le bras de contact (18) tournant autour de l'axe de pivotement (19) en réponse aux charges d'impact agissant sur le train d'atterrissage / patin de queue (10);
    les fixation de montage (16) et bras de contact (18) définissant les axes de pivot (22, 24) qui sont soumis à un mouvement relatif en réponse au déplacement en rotation du bras de contact (18); et
       un ensemble de cartouche (20) comprenant :
    un élément de boítier (30) ayant une chambre interne (38), une surface de référence (36rs), et une partie d'extrémité (30e) disposée en combinaison avec l'un des axes de pivot (22, ou 24);
    un ensemble de piston télescopique (40) monté à l'intérieur de la chambre interne (38) de l'élément de boítier (30) et ayant une partie d'extrémité (40e) disposée en combinaison avec l'autre des axes de pivot (22, ou 24);
    l'élément de boítier (30) et l'ensemble de piston télescopique (40) définissant en association des surfaces d'appui opposées (36s, 46s);
       le train d'atterrissage / patin de queue (10) étant caractérisé par :
    un moyen d'absorption d'énergie (50) ayant une dimension critique (Lc) et disposé à l'intérieur de la chambre interne (38) en position intermédiaire entre les surfaces d'appui opposées (36s, 46s);
    le moyen d'absorption d'énergie (50) servant, en réponse à des charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s) à réagir aux charges d'impact en dessous d'une valeur de seuil sans changement de ladite dimension critique (Lc);
    ledit moyen d'absorption d'énergie (50) servant encore, en réponse aux charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s), à absorber et à dissiper l'énergie des charges d'impact au moins égales à ladite valeur de seuil par des changements dans ladite dimension critique (Lc);
    l'élément de boítier (30) et le moyen d'absorption d'énergie (50) comprenant des ouvertures alignées (52, 70); et
    un moyen d'indication (60) comprenant une tige allongée (62) et une collerette venue de matière (64), la tige allongée (62) étant disposée à travers lesdites ouvertures alignées (52, 70) et ladite collerette (64) étant disposée en combinaison avec ledit moyen d'absorption d'énergie (50), ladite tige allongée (62) dépassant au delà de ladite surface de référence (36rs) de l'élément de boítier (30) en réponse auxdits changements dans la dimension critique (Lc) dudit moyen d'absorption d'énergie (50);
    lesdits changements dans ladite dimension critique (Lc) étant indicatifs de l'importance des charges d'impact imposées au train d'atterrissage / patin de queue (10).
  7. Ensemble de cartouche (20) destiné à être utilisé en combinaison avec un train d'atterrissage / patin de queue (10) ayant au moins deux axes de pivot, (22, 24) qui sont soumis à un mouvement relatif en réponse à des charges d'impact agissant sur le train d'atterrissage / patin de queue (10), l'ensemble de cartouche (20) comprenant :
    un élément de boítier (30) ayant une chambre interne (38) et une partie d'extrémité (30e) disposée en combinaison avec l'un des axes de pivot (22, ou 24);
    un ensemble de piston télescopique (40) monté à l'intérieur de la chambre interne (38) de l'élément de boítier (30) et ayant une partie d'extrémité (40e) disposée en combinaison avec l'autre des axes de pivot (22, ou 24);
    l'élément de boítier (30) et l'ensemble de piston télescopique (40) définissant, en association, des surfaces d'appui opposées (36s, 46s);
       l'ensemble de cartouche (20) étant caractérisé par :
    un moyen d'absorption d'énergie (50) ayant une dimension critique (Lc) et disposé à l'intérieur de la chambre interne (38) en position intermédiaire entre les surfaces d'appui opposées (36s, 46s);
    ledit moyen d'absorption d'énergie (50) servant, en réponse à des charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s), à réagir aux charges d'impact en dessous d'une valeur de seuil sans changement dans ladite dimension critique (Lc);
    ledit moyen d'absorption d'énergie (50) servant de plus, en réponse à des charges d'impact qui y sont couplées par les surfaces d'appui opposées (36s, 46s), à absorber et à dissiper l'énergie des charges d'impact au moins égales à ladite valeur de seuil par des changements dans ladite dimension critique (Lc); et
    un moyen d'indication (60) pour indiquer visuellement des changements dans ladite dimension critique (Lc) dudit moyen d'absorption d'énergie (50);
    lesdits changements dans ladite dimension critique (Lc) étant indicatifs de l'importance des charges d'impact agissant sur le train d'atterrissage / patin de queue (10).
  8. Ensemble de cartouche (20) selon la revendication 7 dans lequel l'élément de boítier (30) comprend une surface de référence (36rs), et dans lequel l'élément de boítier (30) et ledit moyen d'absorption d'énergie (50) comprennent des ouvertures alignées (52, 70), et dans lequel ledit moyen d'indication (60) comprend une tige allongée (62) et une collerette venue de matière (64), ladite tige allongée (62) étant disposée à travers lesdites ouvertures alignées (52, 70) et ladite collerette (64) étant disposée en combinaison avec ledit moyen d'absorption d'énergie (50), ladite tige allongée (62) dépassant au delà de ladite surface de référence (36rs) de l'élément de boítier (30) en réponse audit changement dans la dimension critique (Lc) dudit moyen d'absorption d'énergie (50).
  9. Ensemble de cartouche (10) selon la revendication 8 dans lequel lesdits changements dans ladite dimension critique (Lc) dudit moyen d'absorption d'énergie (50) définissent une déformation maximum, dans lequel un signe (80) sur ladite tige allongée (62) est indicatif de ladite déformation maximum pour fournir une indication que ladite valeur de seuil a été dépassée quand ledit signe (80) est visible.
  10. Ensemble de cartouche (20) selon la revendication 8 dans lequel ledit moyen d'indication (60) comprend un alésage central (66) formé à travers ladite tige allongée (62) et une collerette venue de matière (64), dans lequel l'élément de boítier (30) comprend une surface de guidage interne (30p), et dans lequel l'ensemble de piston télescopique (40) comprend :
    un arbre (42) s'étendant à travers ledit alésage central (66);
    un élément de centrage (44) couplé mécaniquement audit arbre (42) et ayant une surface périphérique (44p) disposée en combinaison glissante avec ladite surface de guidage interne (30p) de l'élément de boítier (30);
    une douille de déclenchement (46) disposée sur ledit et coaxialement alignée par rapport audit arbre (42), et en outre interposée entre ledit élément de centrage (44) et ledit moyen d'indication (60), ladite douille de déclenchement (46), définissant de plus la surface d'appui opposée (46s) de l'ensemble de piston (40).
  11. Ensemble de cartouche (20) selon la revendication 10 comprenant un ressort hélicoïdal (48) interposé entre et s'appuyant sur ledit élément de centrage (44) et ladite collerette (64) pour maintenir la position dudit moyen d'indication (60) par rapport à ladite surface de référence (36rs) de l'élément de boítier (30).
EP95944779A 1995-09-14 1995-09-14 Train d'atterrissage/patin de queue a absorption d'energie comportant un systeme pour indiquer la grandeur des forces de choc Expired - Lifetime EP0850170B1 (fr)

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PCT/US1995/011599 WO1997010145A1 (fr) 1995-09-14 1995-09-14 Train d'atterrissage/patin de queue a absorption d'energie comportant un systeme pour indiquer la grandeur des forces de choc

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BR (1) BR9510630A (fr)
DE (1) DE69508444D1 (fr)
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AU5167396A (en) 1997-04-01
JPH11512366A (ja) 1999-10-26
US5927646A (en) 1999-07-27
BR9510630A (pt) 1999-01-05
TW303335B (fr) 1997-04-21
EP0850170A1 (fr) 1998-07-01
RU2144489C1 (ru) 2000-01-20
WO1997010145A1 (fr) 1997-03-20
DE69508444D1 (de) 1999-04-22

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